3 Foreword by Kulveer Ranger The Mayor has called for a revolution to occur in the way we travel around London and for it to be of the cleanest and greenest kind. That is why his team in City Hall, TfL and a myriad of organisations are working so hard to deliver plans that will enable London to become the biggest and best cycling city in the world. This is no mean challenge but, as well as an unprecedented investment in the delivery of innovative cycling schemes like cycle hire and cycle superhighways, we must make sure that every person who gets on a bicycle feels and most importantly is as safe as possible. Safety is right at the forefront of our revolution and the Mayor s Cycle Safety Action Plan sits at the heart of everything we are doing. It has a clear aim of identifying the challenges to improving cycle safety, analysing how best they can be addressed and describing the actions that will be carried out to improve cyclists safety. At the same time we should make it clear that cycling in the capital is getting safer; and that this is being accompanied by ever increasing numbers of people taking to two wheels. We want those trends to continue because that is what a cycling revolution should be about and it is what this Action Plan aims to deliver is London s year of cycling and the wheels are now well and truly in motion. What the Mayor, I and every cyclist or potential cyclist wants to make sure of is that cycling in our great city is fun, accessible and safe for everyone. Kulveer Ranger Mayor of London s Transport Advisor 3 Transport for London Cycle Safety Action Plan

4 Executive Summary Cycling levels in London have increased sharply in recent years while the rate of casualties has declined. This Action Plan will build on this positive trend to ensure that London s cycle revolution is backed by real action to make cycling in the capital safer. A draft Cycle Safety Action Plan was published last October and received over 400 responses from the public and stakeholders. These comments were valuable in helping to strengthen the final Action Plan. In addition, a Cycle Safety Working Group was established (see Appendix 1), which played a crucial role in steering the Plan to finalisation and will help oversee its implementation. Additional analysis was undertaken by the Cycle Safety Working Group. This identified the key types of collision that are most likely to result in cyclists being killed or seriously injured. The Plan has also been strengthened by information as to whom, and where and when these collisions take place. The evidence review highlighted in particular, the need to take action to reduce the number of cyclists killed and injured in collisions with goods vehicles. It also drew attention to the serious problem of collisions between cyclists and other vehicles in what are termed close proximity collisions. These are characterised by cyclists and other road users failing to give each other adequate road space. Altogether, eight key types of collision were identified and these have shaped the actions prioritised in this Plan. The Plan will be taken forward by Transport for London (TfL) and our partners to reduce cycling casualties on London s roads. There are nine different areas for action summarised below, which cut across the eight collision types. 1) To deliver safer infrastructure for cyclists in future: TfL is committed to working to ensure that all new road infrastructure contributes to improved cyclist safety; Twelve Cycle Superhighways are planned which aim to deliver improved infrastructure for cycling and which will include trialling new safety features, such as Trixi mirrors. 2) Training and information will play a central role and will include: 4 Transport for London Cycle Safety Action Plan

5 Continuing to help London boroughs fund cycle training and to work with them to continually improve the effectiveness and quality of training; Boosting training provision through additional funding in advance of the launch of the Cycle Hire Scheme and Cycle Superhighways; Delivering a series of led rides across London to build confidence for novice cyclists; Training events, such as Exchanging Places, where cyclists can learn more about safer cycling with goods vehicles. 3) Communication of cycling safety messages to all road users is a crucial strand of future activity and includes: A high profile cycle safety marketing campaign in cinemas and on primetime TV to raise awareness of the need for motorists to look out for cyclists is being launched to accompany the Plan; A future major awareness-raising campaign targeted at improving safety for cyclists and goods vehicles; Research into the potential for a cycling safety code of conduct to deliver key safety messages simply and effectively. 4) Enforcement against irresponsible road user behaviour will include: The Metropolitan Police Service, with Traffic Operational Command Unit (OCU) taking the lead, undertaking targeted enforcement against careless and dangerous road user behaviour; Working with the London Criminal Justice Board to review Killed and Seriously Injured (KSI) collisions with a view to strengthening criminal justice arrangements for dealing with such cases; Discussing with the Metropolitan Police Service (MPS) and cyclist organisations the most effective way of ensuring cyclists observe junction controls. 5) Improved regulation can contribute to improving safety. Action will include: Exploring different approaches to governance, roles, responsibilities and principles affecting the management of cycling related risk, that are employed across Europe; 5 Transport for London Cycle Safety Action Plan

6 Desk top research to inform a decision on whether to pilot allowing cyclists to turn left at red traffic lights (which would require primary legislation). 6) Improved vehicle technology can also play a role and we will: Work with the freight industry as a matter of urgency to identify the most appropriate and cost effective safety devices for goods vehicles; Distribute Fresnel mirrors to fleet operators through TfL s Freight Operator Recognition Scheme as a means of improving visibility of cyclists for goods vehicle drivers. 7) Action to address commercial driving and working practices includes: Working with the freight industry to avoid deliveries at peak times, especially on roads with high cycle flows (e.g. Cycle Superhighways); Increasing the uptake of cyclist awareness training by fleet drivers; Using procurement processes to help achieve the highest standards of safety for freight vehicles and driver training. 8) Action to improve research and monitoring will include: Researching the attitudes and behaviours of cyclists and HGV drivers when it comes to road safety; Continuing to survey and address the perceived risks associated with cycling. 9) Further improvements to cycling safety in London will be delivered through continued partnership working. Action includes: Working with the groups involved in the Cycle Safety Working Group, many of which can directly engage their members to inform them on cycle safety. Developing new alliances with cycle manufacturers and retailers to capture opportunities for these groups to disseminate safety messages to cyclists and to direct new cyclists towards training at the very outset of purchasing a bike. 6 Transport for London Cycle Safety Action Plan

7 By directly targeting actions at the causes of collisions, this Plan should address the majority of situations in which collisions occur. We believe that it will make a positive and lasting contribution to reducing the number of cyclists killed and injured on London s roads in future. We are committed to driving forward the actions identified in the Plan, and working with partner organisations and key stakeholder groups across London to ensure we deliver effectively in all areas. 7 Transport for London Cycle Safety Action Plan

8 Chapter 1: Cycle safety the ambition The safety of cycling is a major cause of public concern and is the reason most often given by non-cyclists to explain why they do not intend to take up cycling (27%) 1. Less than a half of Londoners (46%) agree with the statement that Cycling is a safe way of getting about and 86% of all Londoners believe that traffic makes people afraid of cycling. Safety is an issue even amongst those who already cycle, with 10% of current cyclists stating that they did not ride more in 2009 than 2008 because of their concerns about safety. One of the most effective strategies to increase the safety of cycling may be to encourage more cycling and more cyclists. Ensuring that cycling is seen as a safe and attractive travel option will be crucial to achieving the Mayor s vision for London to be a cyclised city. Actions to improve the public perception of the safety of cycling, in line with the sharp fall in the actual risk of getting injured when cycling in London are therefore included in this Plan. Cycle casualty rates have fluctuated over the last two decades but the general trend has been downward. The substantial increase in the number of cycle trips that has occurred has been accompanied by a comparatively small increase in cycling casualties. As such, the relative risk of cycling per trip is actually falling and cycling is getting safer. The aim of this Action Plan is to drive forward this positive trend. The current target in London is to reduce the number of cyclists killed or seriously injured (KSI) in London by 50% by the end of 2010 compared to the average. New targets for reducing the number of cyclists killed or seriously injured beyond 2010 will be set later this year in the context of the revised Mayor s Transport Strategy and emerging national Government targets on road safety. 1 Cycling Attitudes Report Transport for London Cycle Safety Action Plan

9 The objectives in this Plan are: To ensure the future growth in cycling in London is accompanied by a reduced rate of cycling casualties; To increase the perception that cycling is a safe and attractive transport option; To make progress towards achieving the existing and future targets for reducing cyclists killed or seriously injured; To ensure London continues to be a world leader in developing effective cycling safety improvements underpinned by analysis and a sound understanding of the cause of collisions. To achieve these objectives demands a good understanding of how and why cyclists are injured and killed in collisions. The Action Plan is therefore based on an evidence review which indentified who is most at risk, and where and when the conflicts are most likely to occur. These insights informed the development of nine areas of action to be implemented by TfL and our partners. Objectives Who, where and when Conflict Types Action This Action Plan has been developed in consultation with the public and in partnership with a range of stakeholders 2 who have helpfully identified ways in which cyclists safety can be improved in London. Moving forward, success will depend upon action by many: the Metropolitan Police Service (MPS); London Boroughs; TfL; the freight industry; London drivers and road user groups and the cycling community. 2 See Appendix 1 for full list of members of CSWG 9 Transport for London Cycle Safety Action Plan

10 Skyride Cycle day in London 10 Transport for London Cycle Safety Action Plan

11 Chapter 2: Evidence review 2.1: Trends Casualty rates are falling while the number of people cycling is rising. However, collisions involving cyclists and injuries to cyclists are still one of the most serious challenges to road safety in the Capital. In 2008, 15 cyclists were killed, 430 were seriously injured and a further 2,757 cyclists sustained slight injuries while cycling on London s roads. In 2009 there were 13 fatalities, there were also 398 serious injuries and 2,998 slight injuries in the period from January to November Cycling trends About half a million cycle journeys are made in London every day and around a million Londoners consider themselves cyclists. Research suggests that much of the sharp growth in cycling since 2000 is due to infrequent cyclists becoming regular cyclists. While cycling on London s major roads increased by over 100% between 2000 and 2008, achieving the Mayor s aspiration for a 400% growth in cycling journeys by 2026 will require a significant increase in both the number of cyclists in London, and the number of journeys taking place. The popularity of cycling will need to extend to new parts of the Capital, and to a new audience. Casualty trends Between 1986 and 2007 there was an overall decrease of 27% for all types of cycling casualties, with fatalities falling by 17%, serious injuries by 29%, and slight injuries by 27%. The level of cycling was relatively static for much of this time period, but significant growth occurred from 2003 onwards. This increase in the number of cycle journeys was accompanied by only a small increase in cycling casualties (see Table 1 of TLRN data for ). As such, the 3 Injury data for December 2009 was not available when this Plan was published 11 Transport for London Cycle Safety Action Plan

12 Indices [Year 2000 = 100.0] relative risk of cycling per individual journey is falling. Table Indices of TLRN cycling flow and TLRN cyclist casualties in Greater London (2000 to 2008) [Year 2000 = 100.0] Year Changes between 2000 and 2008 TLRN Cycling index % TLRN All casualties +9.8% Changes between 2007 and 2008 TLRN Cycling index +8.6% TLRN All casualties +11.8% TLRN All casualties severities index Annual cycling index on TLRN 2.2: Who, where and when Objectives Who, where and when Conflict Types Action The review conducted for this Plan drew on the personal injury road traffic collisions data (2007), supplemented by 2008 data where available. This is the most comprehensive recent source of data and is considered broadly representative of cycling casualties over the last 4-5 years. A close examination of the data enabled six collision factors to be identified and their relationship to cycling casualty risk assessed. These were gender, age, 12 Transport for London Cycle Safety Action Plan

13 speed, location, time of day and time of year. Data relating to each factor was examined to understand its relationship with general cycling trends. Gender Table 2a and 2b refers to pedal cycle casualties in London by severity and gender in Over three quarters (78%) of the casualties were male and 22% female. This ratio is similar for serious and slight casualties. The gender split of fatalities was 27% female and 73% male. While these proportions largely reflect the gender make-up of current cyclists in London (35% female, 65% male), it can be seen that men are over-represented in terms of casualties, including serious injuries and fatalities. Table 2a Pedal cyclist casualties in London by severity and gender (2008) Casualty Severity No. of Casualties Male Female Total Fatal Serious Slight 2, All 2, Killed or seriously injured Further, when considering female fatalities, it is found that women are disproportionately represented in collisions with HGVs. Age Pedal cycle casualties occur most often amongst people aged between 20 and 50 years old, with being the most common age for men, and for women (see Appendix 4). This reflects the age distribution of cyclists in London, with the majority of cyclists, especially commuter cyclists being men and women aged However, it should be noted that there is a sharp drop off in casualty rates for men over 35 and for women over 29 which is not in line with the general cycling trends. Children and young people are under- 13 Transport for London Cycle Safety Action Plan

14 represented in the casualty data, although many of them are cyclists (defined as cycling at least once a month). While journey type, environment and experience are the most likely explanations for the differences in casualty rates amongst people of different ages, it may be possible to target safety messages at those demographic groups most at risk. Location Two thirds (66%) of cyclist injuries are on inner London roads, reflecting the large increase in cycling that has taken place over recent years in central and inner London. Data shows that there is not a significant difference in the severity ratio (the proportion of injuries that result in death or serious injury) between inner and outer London areas. Nearly a third of cycle injuries occurred on the TLRN although these roads make up only 5% of the total road network, and the severity ratio for injuries was higher on the TLRN (17%) than on borough roads (15%). This reflects the greater use of TLRN than borough roads by cyclists, especially for commuter journeys (see section on time of day). Data shows that 79% of casualties were injured at, or within 20 metres of a junction, highlighting the vulnerability of cyclists in these locations. Speed The vast majority (98.7%) of cyclist casualties occurred on roads with a 30mph speed limit. There is little information available about the actual speeds of either the cyclist or the other vehicle involved in collisions leading to cycle casualties unless the vehicles are travelling above the speed limit. Time of day Research shows that more than three quarters of cyclist casualties occur during the 12 hour period between 7am and 7pm. There are two clear peaks coinciding with the traditional morning and evening peak traffic periods, with 14 Transport for London Cycle Safety Action Plan

15 the highest numbers of casualties occurring between 8am-9am. This indicates that cyclists making commuter journeys make up the majority of cycle casualties. Time of year Rates of cycle casualties reflect the seasonal nature of cycling, with twice as many injuries occurring in July than in December. However, the seasonal decrease in cycling journeys (as measured by flows on the TLRN), is not quite as marked as the larger decrease in casualties. This relative decrease in risk of injury is contrary to the general perception that cycling is more dangerous in winter, but may be explained by the observation that more experienced cyclists (assumed to be at lower risk of injury) are more likely to continue cycling in winter. Summary of collision factors Analysis of the collision factors helps to inform when, where and who is affected by cycling fatalities and serious injuries. The findings indicate that the casualty trends are largely in line with general cycling trends. There are, however, some notable exceptions: women are over-represented in terms of fatalities involving heavy goods vehicles men experience a disproportionately high number of collisions resulting in serious injury casualties most often occur amongst people aged between 20 and 50 higher number of casualties occur in the summer period the majority of casualties occur close to or at junctions These insights will inform the development of the Action Plan and contribute to the delivery of targeted safety campaigns. However, to fully understand the causes, a detailed examination of the types of conflict is needed. This is the subject of the next section. 15 Transport for London Cycle Safety Action Plan

16 2.3: Types of conflict - focus for the Action Plan Objectives Who,where and when Conflict Types Action Based on the analysis drawing on the Pedal Cyclist Killed and Seriously Injured (KSI) in Greater London report (2007), it was found that there were eight main types of conflict (i.e. types of collisions) which contributed to 80% of all cyclist killed or seriously injured. Table 3 provides a further breakdown. Table 3 Types of conflict and KSI (2007) 4 Types of conflict between cycle and other vehicle Fatal collision between bicycle and goods vehicle Close proximity collision between cyclist and vehicle Other vehicle disobeys junction control Other vehicle turns right across path of cycle Cyclist hits or swerves to avoid an open door of other vehicle Other vehicle runs into the rear of cycle Fatality Seriously injured Vehicle type Vehicle type Total Goods Other Goods Other KSI 8 5 Fatal and serious injury combined % KSI % % % % % 7 Cyclist disobeys junction control % 8 Cyclist rides off the footway into the path of vehicle on the carriageway % Other % Total ACCSTATS data. The goods category includes collisions involving three classes of goods vehicles: under 3.5t (vans), t and over 7.5t (heavy goods vehicles). 5 Figure in item 1 is the sum of fatalities in items 2 and 6 below 6 These fatalities included a head on collision between two bicycles, a head on collision between bicycle and car and a cyclist riding across a pedestrian crossing into the path of a car 16 Transport for London Cycle Safety Action Plan

17 Conflict type 1: Fatal collision between bicycle and goods vehicle Of the 15 cyclist fatalities that were recorded, eight of these involved a goods vehicle; a heavy goods vehicle (HGV) in six cases, and a medium goods vehicle ( t) in the remaining two cases. Of these eight fatal collisions, not giving each other enough space on the roads led to seven of the fatalities. Six of these involved the goods vehicle changing lane to the left or turning left and the seventh involved a goods vehicle running into the bicycle from behind. Approximately half of the cyclists killed in collisions with goods vehicles were female. This is not consistent with the proportion of female cyclists and therefore there may be a gender-specific factor involved in these collisions. Seven other fatalities were recorded for the year studied. These are related to a wider range of conflict types which are described in later sections in this chapter. Conflict type 2: Close proximity collision between cyclist and vehicle Collisions arising from a close proximity collision between cyclist and vehicle caused 37% (121) of serious injuries and 47% (7) of deaths of cyclists. As noted above, all seven of the fatalities involved a goods vehicle. This category includes the following manoeuvres (listed by frequency of cyclist killed or seriously injured): o Cycle and other vehicle travelling alongside each other (12%) o Other vehicle turns left across the path of cycle (9%) o Other vehicle changes lane to the left across the path of cycle (3%) o Cycle and other vehicle collide when both turning left (2%) o Other vehicle starts off or pulls out into path of bicycle (2%) o Other vehicle changes lane to right across path of cycle (1%) 17 Transport for London Cycle Safety Action Plan

18 o Cycle performs overtaking manoeuvre into path of right turning vehicle (1%) o Cycle changes lane to right/left across path of other vehicle (<1% each) Conflict type 3: Other vehicle disobeys junction control 18% (78) of all serious injuries to cyclists occurred when another vehicle disobeyed junction controls. These included vehicles which failed to give way. Of the 78 recorded collisions, 62 involved cars, nine involved vans and three involved large goods vehicles. No cyclist fatalities were attributed to this conflict type in Conflict type 4: Other vehicle turns right across path of bicycle 12% (53) of all collisions resulting in serious injuries to cyclists were caused by a vehicle turning right across the path of a cyclist. No fatalities were attributed to this manoeuvre in Of the 53 recorded collisions, 40 involved cars, four vans and three taxis. Conflict type 5: Cyclist hits or swerves to avoid an open door of other vehicle 8% (35) of all collisions resulting in serious injuries to cyclists were caused by the cyclist hitting or swerving to avoid an open door on the other vehicle. There were no fatalities recorded as a result of this conflict type in 2007 but a cyclist fatality was attributed to hitting a car door in February Of the 35 serious injuries attributed to vehicle door collisions in 2007, 27 involved cars, three taxis and two vans. 18 Transport for London Cycle Safety Action Plan

19 Conflict type 6: Other vehicle runs into rear of bicycle Three cyclist fatalities were recorded in 2007 which resulted from another vehicle running into the rear of a bicycle. In one case the other vehicle was a large goods vehicle (see cause of casualty 1) and the other two cases involved cars. 6% (26) of collisions resulting in serious injuries to cyclists were caused by the other vehicle running into the rear of a cyclist. Of these 26 serious injuries, the other vehicle was a car in 17 cases, a van in four cases, and a power twowheeler (motorcycle or scooter) in three cases (2007). Conflict type 7: Cyclist disobeys junction control 7 5% (23) of collisions where cyclists were seriously injured occurred after the cyclist disobeyed a junction control (2007). One fatality was recorded. When disobeying the junction control, cyclists involved in collisions made the following manoeuvres: cyclist goes straight into the path of other vehicle generally a car cyclist turns right cyclist turns left Although cyclists who disobey traffic signals are breaking the law, this type of conflict is a relatively minor contributor to cyclist fatalities and serious injuries. Public consultation on the draft version of this plan, however, revealed a widely held view that increased cyclist adherence to junction controls would significantly improve cycling safety. It will therefore be necessary to understand and address public perceptions as well as encourage cyclists to comply with junction controls. It should also be noted that the level of collisions involving cyclists and pedestrians resulting in fatal or serious injury is very low in London. 7 Junction Controls are either Give Way, Stop signs or traffic signals 19 Transport for London Cycle Safety Action Plan

20 Conflict type 8: Cyclist rides off the footway into the path of vehicle on the carriageway 4% (17) of serious injuries to cyclists occurred when the cyclist rode off the footway into the path of a vehicle on the carriageway (2007). In most cases (15) the vehicle was a car. The other two cases involved a van and a heavy goods vehicle respectively. One cyclist fatality occurred as a result of riding off the footway into the path of a car. 20 Transport for London Cycle Safety Action Plan

21 Chapter 3: Actions Objectives Who, where and when Conflict Types Action The eight conflict types (i.e. types of collisions) described above lead to the greatest number of casualties and have therefore been prioritised for action. The causes of casualties will be addressed by nine action areas. These action areas have been informed by the collision factors of age, gender and location. The action areas include interventions that will address more than one of the conflicts which commonly occur. 3.1: Safer infrastructure Significant investment has already been made in London s infrastructure to deliver a continuous, safe network of cycle routes, safe crossing facilities, and improvements at junctions with poor safety records for cyclists. Interventions to reduce vehicle speeds more generally have also been implemented and off-road facilities have been provided for those wishing to avoid trafficked streets, e.g. Greenways, canal tow-paths etc. Artist impression of new Cycle Superhighway 21 Transport for London Cycle Safety Action Plan

22 In addition to this existing work, the following interventions have been identified to improve cycling safety in new infrastructure for the future: Interventions PRIORITY 3.1.1: Work to ensure that all new road infrastructure contributes to improved safety of cyclists, including speed reduction measures, junction improvements, and awareness of cyclists needs. Lead agency & key partners TfL, Boroughs PRIORITY 3.1.2: Identify high risk locations on the road network for cyclists and advise on and implement site specific preventative measures. TfL, Boroughs PRIORITY 3.1.3: Promote good practice guidance for infrastructure design and operation, ensuring that LCDS 8 are followed. Continue to develop and disseminate cycle design good practice. TfL, Boroughs 3.1.4: Support those Boroughs that wish to implement speed reduction measures such as 20mph zones in line with the Mayor s Transport Strategy (MTS). Boroughs, TfL, Developers 3.1.5: Work with TfL and Borough maintenance teams to ensure that road conditions are adequate to ensure road safety for cyclists. TfL, Boroughs 8 London Cycle Design Standards 22 Transport for London Cycle Safety Action Plan

23 3.1.6: Work with the Department for Transport (DfT) and Boroughs to develop and trial good practice, changes in regulation, guidance and procedures covering highway infrastructure and public realm, to improve cyclist safety. TfL, DfT, Boroughs Work with London s engineering community to provide practical experience of cycling in London for engineers Continue to improve safety for cyclists where street works are taking place. TfL, Boroughs, engineering bodies TfL, Boroughs 3.2: Training and information Cycle training and route information is an excellent way of building skills and confidence for cyclists. Responsibility for delivering adult and child cycle training largely lies with the London Boroughs and is funded by TfL as part of the Local Implementation Plan programme. In most Boroughs, training is provided free or is heavily subsidised. The quantity and standards used for cycle training varies between Boroughs, depending on local priorities. In 2008/09, over 38,000 children and 4,000 adults received cycle training across the 33 London Boroughs. Since 2002 TfL has worked with the London Boroughs and other stakeholders to introduce National Standards cycle training to London (also known as Bikability) and to deliver high quality cycle training that meets London s needs. Every Borough now offers a range of cycle training courses and sessions for children, families, teenagers and adults. Comprehensive cycle information is provided by TfL through cycle guides and online via the TfL website 23 Transport for London Cycle Safety Action Plan

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